Advantages over other shocks, i.e. Fox RC as an example:

Larger shock body and piston 30 mm vs 23.5 mm, 63% more area to create more damping. Both are Type III hard coated with teflon coating for wear resistance and reduced friction.

Twice the oil volume to reduce shock fade and oil wear.

Larger shaft 12.5 mm (.492") vs 9.53 mm (.375") 3 times stronger, also displaces 72% more oil which will create more damping.

5 mm wide PTFE Carbon filled piston ring energized by buna N o-ring for improved sealing with less friction as compared to 2 mm plain split PTFE with no o-ring.

Progressive rebound and compression valving as compared to 3 or 4 shims.

Top out bumper and oil lock reduce rebound top out vs none.

Shaft anti-bottoming shape-factor polyurethane bumper and cup vs rubber stopper.

Shaft and dust seals are from MX bikes pressure and spring loaded type as compared to lip and o-rings.

9 mm ID shims as compared to 6 mm.

Larger remote reservoir to reduce nitrogen pressure at full stroke.

Frictionless Bladder to seperate nitrogen from oil as compared to a floating piston which can resist movement at high shock pressures during high speed hits.

Schrader charging connection vs needle type.

Can be rebuilt by any MX suspension shop with Showa shaft seals.

Optional spacers and bottom eye lengths for adapting to other frames.

Remote reservoir gives designers more options for frame and linkage.

Stainless steel bearing bushings with intergral dust seals on each eye as compared to aluminum with no dust seals.

Both shocks use what is called common bleed rebound adjusters, i.e. oil can pass thru the adjuster on both the compression and rebound stroke. Therefore, when you slow the rebound down you also increase the compression damping. This affect can be undesirable if too much rebound is used.

Our valving and piston designs are modeled after MX style shocks which use a progressive 2 stage valving stack and we do not rely on small hole pistons which constrict the oil flow to create damping i.e. too much damping (hydraulic lock) can occur in this type of design during high shaft speeds.

Fox shocks rely on valve trapping (limited valve travel) to resist big hits (this is not progessive but more like a light switch, on or off)
A progressive valve stack may have 3 to 5 low speed shims a transition or crossover shim or shims, and a tapered series of shims for the mid and high speed valving. This type of stack improves small bump performance while resisting larger hits, and blows off in the event of a high shaft speed hit. The piston design allows enough flow so hydraulic lock (choke flow) does not occur.